Rotary hydraulic torque converter



Oct. 14, 1952 A. J. SYROVY ROTARY HYDRAULIC TORQUE CONVERTER Filed Aug. 5. 1948 IN VEN TOR.

me Q 5 JUN j w. w flwm U & w m W W Patented Oct. 14, 1952 ROTARY HYDRAULIC TORQUE CONVERTER Augustin J. Syrovy, Detroit, Mich., assignor to Chrysler Corporation, Highland Park, Mich., a corporation of Delaware Application August 5, 1948, Serial No. 42-;725'

2 Claims. 1

This invention relatesto hydraulic torque converters and particularly to the means for mountinga plurality of guide or reaction wheels in a torque converter unit.

It is a primary object of this invention to mount theseveralconverter guide wheels in such a. manner that wear of certain of the converter elements associated with the guide wheels is materially' reduced due toa reduction in differential speeds of certainof the converter elements associated" with the guide wheels.

It is afurther object of this invention to improve the life and efficiency of a multi-guide wheeltor qu'e conv'erter by'connecting the several guidewheels to each other and t'othe supporting casing" through a' rotatable hub member and a plurality of one-way brakes, clutches or freewheeling devices.

It-isanother'object of thisinventionto provide animproved and simplified arrangement for mountinga plurality of guide wheels or the like within a supporting unit, the arrangement lendingitself to easy; economical manufacture and assembly;

It is a further object of this invention to mount a plurality of the wheels of a torque converter or the 'li'keon a rotatable hub-member and to connect-thishub member to the supporting cas-- ing through -a one-way brake device such that the supporting casingwill' at certain times directly resist the torque loadscreated by the several wheel's;

Other'objects' and advantages of this invention will be apparent from a consideration of the attached specification and related drawing wherein":

Fig. I is apartial sectional elevational view of my'fiuid power transmitting device which includes a tor'queconverterunit connected in series with a friction clutch device; and

Fig. '2" is-a fragmentary sectional e'levational view taken alongtheline 2-2 of Fig: 1 disclosing the type of one-waybrake or free-wheeling'mean's used to accomplish the objects of this'invention. Fig. 1* of the drawing discloses, a fluid power transmitting device including a hydraulic torque converterunit A, Converter unit A is drivingly connected to a friction clutch unit B and both units are supportedin a stationary or fixed housing20; The reference numeral I represents an end portion of a driving, member, such as the engine crankshaft of a motor vehicle power unit Theshaft lll'is'journaled in the housing and'i's fixedly connected to a flywheel assembly I! by the'screw means ll. carries the torque converter casing [3' within The flywheel assembly [2.

which: are mounted the converter components, namely, the impeller member 14, the turbineorrunner member l5, and the primary and secondary guide wheel members or reaction wheels Il and i8 respectively. The vaned impeller wheel [4: is fixedly connected to-the converter. casing. 13 and isaccordingly adaptedtobe rotatably driven by the driving shaft H1. The: vaned turbine wheel I5 is drivingly connected by rivet means I9 to a radially extending flange portion 16a formed on the forward end portionof the driven shaft'member H5.v

The drivenv shaft member I6 is adapted to transmit drive betweenthe' torque converter unit A and' the friction clutch unit 13. The forward end portion of shaft 16 is piloted in the hub of the fiywheel a'ssembly 12. A sleeve'type bearing 3-! rotatably supports the forward end of shaft H5 in theflywheel hub. The rear end portionlof shaft ['6 is'rotatably-supported by a bearing ass'embl'y 32' mountedin an axially extending sleeve portion 33b-projecting from thehousing wall 33.

The vaned primary guide wheel l'l'is rotatably supported on driven shaft [6 by means of the guide wheel hub portion Ila. Whe'elll is drivingly connected to hub na by means of splines Ho. Hubportion' l'l'a" is adapted tobe connected to the housing 20 through an overrunningoronewaybrakedevice 21 associated with the sleeve portion 33a carried by the housing wall 33. As clearlyshown in Fig. 2, the one-way brake device- 2! comprises rollers 21a mounted within" a cage member 2 lb. The cage member 2 lb is normally urged intodrive transmitting position by means ofa tension spring (not shown). Cam surfaces l'lb, formed on the peripheral surface of the guide wheel hub portion Ila, cooperate with-the clutch rollers 21aand the interior surface of the housingsleeve portion 33a to permit only forward orclockwise rotation of the guide wheel ll when looking in the directi'onof arrows 2-2 of Fig. I. The sleeve portion 33a which constitutes an outer. race for the rollers 2la of the one-way brake device 2 I, is fixedly connected to the transmission housing wall 33 in any approved manner. It is obvious that the one-way brake 2'! permits for" ward. rotation. to' be transmitted to guide wheel IT by" forward rotation: of the impeller I4 but restrains rotation. of the guide wheel-21 1: in: a reverse or counterclockwise direction. Y

The secondary guide wheel I8 is rotatably mounted on the axially extending forward end of theprimaryguide wheel=hub1portion I Imbymeans of the overrunning or one-way brake: deyicez l The. one-way brake device 24 is similar in design to the brake device 2i, shown in Fig. 2. The brake device 24 is designed so as to restrain rotation of guide wheel l8 in a counterclockwise direction when looking from the forward or driving end of the power transmitting unit in the direction of arrows 2-2 of Fig. 1. It will be noted that guide wheel IB is connected to the transmission housing wall 33 through the brake device 24, the hub portion Ila of the guide wheel ll, and the brake device 2|. This particular arrangement permits relative rotation between the guide wheels I l and I8 in a forward direction but restrains reverse or counterclockwise rotation of either or both of the guide wheels ll and I8.

Heretofore it has been common practice (see U. S. Patent 2,196,585) to connect the several guide wheels of a fluid operated torque converter unit to a sleeve-like, forwardly projecting, axially extending, stationary member mounted on the converter housing. This sleeve member is generally connected to the associated converter housing wall by splines, a brake mechanism, or the like. Usually this stationary housing sleeve member is positioned in the same location as the hub portion Ila of the converter herein disclosed. The several guide wheels of the conventional construction are usually separately connected to the forward end portion of this relatively fixed sleeve member through free-wheeling or one-way brake devices. Such an arrangement provides the necessary reaction means for the converter unit but it'tends to materially increase the wear of the converter elements due to the fact that the converter casing flange similar t the element |3a herein disclosed is frequently rotating at one speed, the axially extending, supporting sleeve for the guide wheels, located in a position similar to the, hub Ila, is fixed or stationary, and the turbine driven shaft l6, located concentrically within the stationary guide wheel supporting sleeve, is rotating at still a different speed. This difference in rotative speeds of the three concentrically arranged converter members, corresponding to the herein disclosed members |3a, Ila and I6, materially increases the wear of these members in the conventional converter unit. By the construction herein disclosed the speed differential between these concentrically arranged members is materially reduced and this accordingly reduces the wear of these elements and the elements associated therewith.

Another advantage of the particular construction herein disclosed is that the torque load applied by the guide wheels l1 and I8, when the one-way brake devices 24 and 2| lock-up, is transmitted directly to the housing wall portion 33a which wall portion can adequately withstand the reaction loads. With the conventional construction the guide wheel brake devices are each mounted on the forward end portion of an axially extending sleeve member and on lock-up of the brake devices the torque load is applied to the forward end of the cantilever-type sleeve member and transmitted along the sleeve member to the supporting housing wall. Such a construction causes high bending, torsional, and shearing stresses to be developed in the sleeve member and this has a tendency to accelerate fatigue and deterioration of the sleeve member.

In addition, the particular guide wheel arrangement herein disclosed, comprising a rotatable sleeve-like hub Ila and a plurality of oneway brakes 2| and 24, is much easier to manufacture and assemble than an arrangement having a stationary, axially projecting, reaction sleeve supporting the several guide wheels through oneway brakes located on its free end due to the fact that the fixed connection of the sleeve to the housing is eliminated. As a result of the particular arrangement of elements herein disclosed the guide wheels H and I8, connected to the transmission housing wall 33 through the one-way brake devices 2| and 24 and the rotatable hub Ila provide the reaction means for the torque converter unit yet reduce the initial cost and increase the overall life of the converter unit. By using a plurality of guide wheels, connected to the transmission housing through separate oneway clutches, the efficiency and operating characteristics of the converter unit are materially improved and for that reason this construction is of particular importance.

An overrunning or one-way brake device 4| is mounted between the forward end portion of shaft l6 and the encircling hub portion of the fiywheel assembly l2. This one-way brake device 4| is designed so as to prevent the speed of the driving shaft H) from dropping below the speed of the driven shaft l6. Such an arrangement is quite advantageous due to the fact that it provides a means for obtaining engine braking in an engine driven power transmitting device having a slip characteristic. Without some positive lock-up means between the driven shaft I6 and the driving shaft ID, on coast drive, slip would occur in the torqueconverter unit that would tend to nullify the braking effect of the power unit drivingly connected to the shaft ID. The brake device 4| has particular importance in motor vehicle drive for not only does it provide a means for obtaining engine braking on coast drive, but it als provides a means that automaticallylocks the driven shaft IE to the driving shaft H) to facilitate starting of the engine, that is connected to shaft N, by towing or the like. The free-wheeling or one-way brake device 4| is similar in design to the one-way brake device 2| shown in Fig. 2 but the cams on the shaft l6 that cooperate with the rollers of the device 4| are slanted in a direction opposite to that of the cam surfaces llb. Such an arrangement insures lock-up of the brake device 4| when the driven shaft l6 drives the driving shaft ID in a forward or clockwise direction (looking in the direction of arrows 22 of Fig. 1).

The torque converter unit A includes a gear type oil pump 25 having a driving gear which is directly connected by pin means 25a to the axially extending sleeve-like flange portion |3a of the rotatable converter casing l3. The pump 25 draws oil from a sump (not shown) and circulates it through the converter unit and the other associated hydraulically operated mechanisms. This pump 25 provides pressure fluid for lubricating purposes as well as for actuation of the various hydraulically operated control mechanisms (not shown) associated with the power transmission unit. The circulation of oil through the converter, by the pump 25, provides a means for maintaining the converter full of oil whenever shaft IB is rotating. Furthermore, this circulation of the working fluid through the con-. verter and the lubricating and control systems provides a means for cooling the converter fiuid. To further assist in the cooling of the converter fluid, fins 2'! are provided on the exterior surface of the converter casing l3 to circulate air about the converter casing which action tends to reduce the temperature of the fiuid within the converter casing.

In order to provide means for transmitting: a: positive direct d'rive from the driving shaft. I D2- to thedriven shaft I6' a torque converter lockeup clutch D- is provided.- Thelock-up. clutch D' in:- clucles the radially extending, friction. surfaced discxflm'ember which member. is drivingly mounted on the. flywheel. assembly I 2. Cooperatively-associated with th disc: 51I is thehydraue lically" operated. clutch: actuating means 52, mounted. on the turbine. member I5 of: the. converter: unit. The clutch actuating means 52 include'saacylind'eritl within which a: piston member 54 i's1reciprocatably mounted. Cylinder-53 also supports a backing plate 55 adapted. to co operate with' piston 54 to clampingly engage. the disc: member .5I when piston 54 is. moved for.-

w-ardly. as a result of the admission of pressure fluid tolcylinder 53. Pressure fluid issupplied to cylinder: 53: by pump through the bore 58 in shaft. I6. Spring means- (not shown) normally urge the piston 54- rearwardly-toa disengaged position. Itwill be notedthat when the: clutch piston 54- has engaged thedisc member 5I with the backing platethen the torque converter impeller member I4 and the turbine member I5 are-locked together and a. positive direct drive is transmitted from the driving shaft ID to the driven shaft I6. The particular lock-up clutch construction herein disclosedis particularly advantageous for motor vehicle drive due. tothe fact that substantially the entire. lock-up clutch mechanism is carried by the torque converter turbine member IS-Which arrangement 'tends to reduce the inertia and increase the flexibility of the power unit driving the input shaft Ill and impeller I4. The lock-up clutch 52 is usually engaged afterthe torque multiplying effect of the converter has dropped to a low ratio but before the converter unit. beginstohfunct'ion as a fluid coupling. By such an arrangement the torque multiplying effects of the converter unit ismost advantageously used.

Splined. to the rear portion. of shaft I6 is a collar 63 Mounted between collar 63 and. the portion.33a.of housing wa1ll33isaone-way brake device 64 which device is similar in design to the brake device shown in Fig. 2. Brake device 64 is adapted to prevent reverse or counterclockwise rotation of the shaft member I6 (when looking in the direction of the arrows 2--2 of Fig. 1.) The subject matter herein disclosed relating to the one-way brake devices M and 64 is covered by a separate application filed by William T. Dunn, Serial No. 38,135, under date of July 10, 1948, now U. S. Patent 2,548,207 dated April 10, 1951.

Also splined to the rear portion of shaft It is the hub portion II of the clutch backing plate I2. Plate 12 forms a portion of the driving side of the friction clutch B. Connected to the backing plate I2 by screws 13 is the clutch cover plate 14. Mounted between cover plate 14 and backing plate 12 is a pressure plate 15 which is normally urged towards backing plate I2 by the compression spring means 16.

A shaft 8|, which can be the input shaft of a variable speed motor vehicle transmission, has its forward end portion rotatably supported in the bearing assembly 82 mounted in the hub portion II of the friction clutch backin plate 12. Shaft BI is also rotatably supported by the bearing assembly 83 which is carried by the housing 20. Fixedly connected to the forward portion of shaft 8| is the radially extending friction surfaced, clutch disc 86. Clutch disc 85, which normally constitutesthedrivenside of. clutch: B,;is p'ositionedibe-r tweenhth'eibacking plate I2 and"the'pressure-plate.

I15: sothat' it is normally clamped. in drive transimitting; engagement with the. plates; .12 and: 1.5-

due: to: the pressure exerted by the springs 16.. When. theclutch: B" is to bedisengaged suitable means (notishown) .are actuated. through axial movement of the sleeve member 81 and pressure plate "I 5 isiretraoted rearwardly. against thepressure .exerted'tby: the springs "I5; Retraction of. pressure; plate 15:" breaks the; drive: train a from shaft I5, .to-shaft GI and .per-mitsshaft 8|.to rotate relative to the shaft I6- Theiop'eration'of the power transmittin device ShOWl'lziIl-Fig; l is as follows. Assume-that anen-= gine. or some similar driving unit connectedtoi shaft I0 tends to rotate the shaft If] ina clockwise direction, asviewed from theaforward. end of, the'device looking: in thedirectionof the arrows 2--2 of Fig-.11.. Shaft It will rotate-the converter casingi I3- in a clockwise direction; and thisywill'a drive: the? impeller member M- inthe: same direction; Theshaping cfthe vanes of theimpellen.

turbine and guide wheels of the converter unit is such that clockwise. rotation'of impeller liljgd'i-r one-waybrake devices 2=I and: 24- restrain;- reverse:

rotation. of the guide wheels I1; and I8,. the;guideg wheels are ;lockedup in a substantially. stationary condition and asa result the converter fluid is redirected. from the guide wheels: back into. the turbine: member to assist in the drive of the tur: bine; member, The reactioneffect. produced by. the locked-up-guidewheels during starting drivethroughthe converter unit produces the torque multiplication factorfinherent in thefluid converter unit. Asthe speedof the turbine-member I5 increases and the torqu e demand or load on shaft I6 begins to decrease, the speeds of the con verter impeller member I4 and the turbine member I5 tend to attain substantially the same value- As the speeds of these members begin to approach the same value, the reaction forces directed against the guide wheel vanes gradually disappear and the impelled fluid within the converter begins to drive the guide wheels forwardly in a clockwise direction. The forward drive of the guide wheels is a step-by-step process as first the secondary guide wheel I8 is picked up by the converter fluid and rotated forwardly and thereafter the primary guide wheel I! is driven forwardly. The use of a plurality of converter guide wheels smcothes out the forward acceleration of the guide wheels and improves the efficiency and operating characteristics of the converter unit.

If the speed of shaft I0 is increased and drive i continued through the torque converter unit, eventually the impeller, turbine and guide wheels will all rotate in the same direction at substantially the same speed and the converter unit will begin to function as a simple fluid coupling. However, due to the fact that the torque multiplying eifect of the converter unit decreases rapidly with increase in speed of the driven turbine member I5 and also due to the fact that the overall efliciency of the converter unit drops off as the speed of the turbine member increases,

suitable control means (not shown), automatically effect engagement of the torqueconverter lock-up clutch D, after the torque multiplying effect of the converter unit has been most advantageously utilized. This lock-up of clutch D is usually prior to the time the converter unit begins to function as a simple fluid coupling. After engagement of clutch D a positive direct drive is transmitted directly from the input or driving shaft [0, via clutch D, to the driven shaft [6.

As a result of applicants design the manufacture and assembly of torque converters has been simplified and the cost reduced, and the operating life of the converter has been materially extended due to the reduction in wear and strain imposed upon the various component parts.

I claim 1. A hydraulic torque converter mechanism comprising axially aligned, relatively rotatable driving and driven shafts, a closed converter casing having certain portions drivingly mounted on and extending concentrically about said driving shaft and other portions encircling said driven shaft but spaced radially outwardly therefrom, vaned impeller, turbine, and primary and secondary guide wheels mounted within said casing to provide a closed toroidal fluid flow circuit, said impeller wheel being drivingly connected to said driving shaft and said turbine wheel being drivingly connected to said driven shaft, an axially extending sleeve encircling said driven shaft and arranged to extend concentrically between the guide wheels hubs and the other portions of said casing and said driven shaft, said sleeve being rotatably mounted relative to said other portions of said casing and said driven shaft and having a first portion fixedly connected to one of said guide wheels and a second portion providing a hub journal for the other guide wheel, a first one-way brake device mounted between the second portion of said sleeve member and said other guide wheel, and a second one-way brake device connected between a third portion of said sleeve and a relatively fixed member.

2. A fluid driven transmitting device comprising a driving shaft, a hydraulic torque converter mounted concentrically about an end of. said driving shaft comprising a casing having mounted therein a vaned impeller, a vaned turbine, and vaned primary and secondary guide wheels arranged for relative rotation and disposed so as to,

form a closed toroidal circuit, means drivingly connecting said driving shaft to said impeller, a driven shaft piercing said casing and drivingly connected to said turbine member, said driven shaft being axially aligned with said driving shaft and extending through the hub portions of said wheels, a sleeve-like hub member rotatably mounted on said driven shaft and extending concentrically between said converter guide wheel hubs and said driven shaft, means fixedly connecting said primary guide wheel to a portion of said hub member intermediate the ends thereof, a stepped formation in one end of said hub member, a first one-way brake means mounted in said step formation rotatably supporting and driving- 1y connecting said secondary guide wheel to said one end of said hub member for forward rotation relative thereto, a second one-Way brake means connecting the other end of said hub member to a relatively stationary member, said first and second one-way brake devices restraining reverse rotation of said guide wheels, and a one-way clutch arranged concentrically between and connecting mating portions of said driving and driven shafts to prevent overrunning of said driven shaft relative to saiddriving shaft in a forward direction. I

v AUGUSTIN J. SYROVY. REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number "Name Date 1,760,480 Coats May 27, 1930 1,855,967 Jandasek Apr. 26, 1932 1,965,518 Wilson July 3, 1934 2,196,585 Gette Apr. 9, 1940 2,222,618 Jandasek Nov. 26, 1940 

